Rail shuttle system and method

ABSTRACT

A rail travel system and method having a main train which maintains a nearly constant speed between a point of departure and a point of arrival, while loading and unloading passengers at one or more points therebetween.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention is related to the field of transportation and, more particularly, to a rail shuttle system for improving the speed and efficiency of rail travel.

[0003] 2. Description of the Related Art

[0004] Over the past several decades, the entire surface transportation system in the United States has become highway oriented. For longer distances, travelers have abandoned railroads in favor of air transport. Such air transport is often inefficient in terms of time, particularly over shorter distances or between smaller cities not served by a major airport, due to the fact that travelers must factor in ground travel time to and from the airport, plane transfers and layovers associated with connecting flights, airport check-in and baggage claim times, etc.

[0005] The potential of rail travel has not been realized in terms of meeting the needs of travelers who require an efficient means of moving from one location to another. High speed rail systems have been proposed in many countries, but such approaches fail to take into account the primary problem. Namely, while existing rail systems can operate at reasonable speeds, much time is lost during the succession of deceleration periods approaching a terminal, stops en route for loading and unloading passengers, and successive acceleration periods required before the train again resumes open road speed. If these causes of delay could be eliminated, existing trains and current operating speeds would be sufficient to enable a rapid and reliable transportation system. After all, the speed of a train that can travel at 100 mph is identical to the speed of a train that can travel at 250 mph when both trains are standing in a station.

SUMMARY OF THE INVENTION

[0006] In view of the foregoing, one object of the present invention is a faster rail travel service.

[0007] Another object of the invention is a method of obtaining faster rail travel service through maintenance of higher average speeds but not necessarily higher top speeds.

[0008] A further object of the invention is an electric rail shuttle system that will minimize dependency on petroleum fuels to power national surface transportation systems.

[0009] Yet another object of the invention is a rail shuttle transportation system that uses existing trackage and rolling stock and requires no new right-of way acquisition.

[0010] A further object of the invention is a method of loading and unloading passengers from a moving rail vehicle.

[0011] A still further object of the invention to provide an improved rail system that is not complex in structure and which can be implemented at low cost but yet efficiently reduce travel time.

[0012] In accordance with this and other objects, the present invention is directed to a rail shuttle travel system and method having a main train which maintains a nearly constant speed between a point of departure and a point of arrival, while loading and unloading passengers at one or more points therebetween using a self-propelled shuttle car.

[0013] More particularly, the present invention is directed to a rail travel system and method in which the main train, once underway, does not stop until a final destination is reached. As each intermediate city to be served by the main train approaches, passengers who wish to disembark move to the rear of the train and are seated on a self-propelled shuttle caboose. As the train nears the intermediate station, such as a city terminal, the shuttle car is automatically uncoupled and slows down. At a switch point along the approach route, the main train continues on uninterrupted, while the shuttle car is switched to proceed into the intermediate terminal to unload its passengers.

[0014] Meanwhile, a second shuttle car is boarded in the intermediate station with passengers embarking at that point. The second shuttle car proceeds along a rendezvous track where it picks up speed to match that of the main train passing by. As the main train passes a second switch point, the second shuttle car enters the track behind the main train and, upon overtaking the main train, is automatically coupled to the rear of the main train while at speed. Once coupled, passengers on the second shuttle car move forward onto the main train and find their seats, while passengers disembarking at the next station move into the second shuttle car to repeat, at the next intermediate station, the procedure as undertaken with the first shuttle.

[0015] These and other objects of the invention, as well as many of the intended advantages thereof, will become more readily apparent when reference is made to the following description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016]FIG. 1 illustrates the basic components of the rail system according to the present invention;

[0017]FIGS. 2A through 2E demonstrate the operation of the present invention;

[0018]FIG. 3A is a side view of the rear of the main train coupled to a shuttle car; and

[0019]FIG. 3B is a side view of the rear of the main train coupled to a shuttle car with an intermediate coach car for handling larger passenger/baggage volume.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] In describing a preferred embodiment of the invention illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar purpose.

[0021] The basic components of the rail shuttle system, generally designated by the reference numeral 10, are illustrated in FIG. 1. The system includes a main train 12, first shuttle car 14A and second shuttle car 14B. As shown, the main train 12 travels along through track 16. Coupled to the through track 16 at switch points 17A, 17B is station service track 18. The station service track 18 interfaces with the station 20.

[0022] The general operation of the system 10 is depicted in the series of FIGS. 2A through 2E. Beginning with FIG. 2A, as the main train 12 approaches the station 20, passengers who wish to disembark at the station 20 move to the rear of the train and are seated in the first shuttle car 14A. As the train 12 nears the first switch point 17A, the first shuttle car 14A is automatically uncoupled and slows down as shown in FIG. 2B. Passing the switch point 17A, the main train 12 continues on the through track 16 uninterrupted. When the first shuttle car 14A reaches the switch point 17A, however, the shuttle car 14A is switched onto station service track 18 where it proceeds, FIGS. 2C and 2D, gradually decelerating to come to a stop before the station to unload its passengers, FIG. 2E.

[0023] Before the arrival of the first shuttle car 14A, the second shuttle car 14B is boarded in the station 20 with passengers embarking at that point, FIGS. 2A and 2B. The second shuttle car 14B then leaves the station, FIG. 2C, and begins to accelerate along the station service track 18, FIG. 2D, to reach the speed necessary to overtake the main train 12. After the main train 12 passes the switch point 17B, the second shuttle car 14B enters the through track 16 behind the main train 12 and, upon overtaking the main train, is automatically coupled to the rear of the main train while at speed, FIG. 2E. Once coupled, passengers on the second shuttle car move forward onto the main train and find their seats, while passengers disembarking at the next station move into the second shuttle car to repeat, at the next intermediate station, the procedure as undertaken with the first shuttle car. A side view of the rear of the main train 12 as coupled to a shuttle car 14 is shown in FIG. 3A.

[0024] As described, the rail-shuttle system requires two shuttle cars for each station along a route being served (one for each direction). An additional stand-by car is also advisable as a backup in the event one of the shuttle cars should have mechanical difficulties. One or more additional shuttle cars are also advisable to accommodate those situations in which a through-traveling main train arrives without a shuttle car while a shuttle car from the station, carrying embarking passengers, leaves the station to hook up with the through-traveling main train.

[0025] In many geographic locations, the shuttle cars could be powered by electricity, reducing demand on petroleum resources. On a broader scale, the entire system may be implemented to operate using electrical power or another energy source other than petroleum. For example, a combination of coal, nuclear power, geothermal power and, for those interested in the potential of “free power”, even windmills and solar collectors could be employed.

[0026] Under the inventive system, lighter faster rail cars, equipped to handle passengers, can operate over the same right-of-way, the same electric power distribution system, and existing trackage. Because American standard rail gage can be employed, the system can be immediately interconnected with existing rail passenger terminals, sidings, freight terminals, etc. Existing trackage and rights-of-way can be progressively acquired and integrated into the nationwide system, with upgrades as necessary.

[0027] When servicing high density intermediate stations, an additional coach 15 may accompany the shuttle car, preferably in front thereof as shown in FIG. 3B, to join the train from such a station with a larger boarding number. Both coach 15 and shuttle car 14 would then similarly decouple on approaching a high density intermediate station for disembarking. Passengers arriving via shuttle car, destined for the next intermediate station, would simply remain on the shuttle without transferring to the main train. In this embodiment, it is preferable to equip the coach with automated coupling equipment even though propulsion is coming from the shuttle car.

[0028] All coupling and decoupling may be accomplished with automated “fail-safe” technology, interlocked with the speed controlling systems of both the main train and the shuttle cars, to assure a smooth, jolt-free connection. This is similar to, although simpler than, the process developed for space vehicle docking and may be accomplished with a form of proximity radar control, DME, GPS, or using other systems as would be known by persons of ordinary skill in the art.

[0029] Unlike the automated coupling systems developed by NASA, which must handle the complexity of joining active and passive space vehicles, each of which is capable of motion with six degrees of freedom (requiring control of yaw, roll and pitch in addition to height, alignment and speed), the docking equipment necessary for the rail-shuttle system is much simpler, requiring only control of forward speed. In addition, the “passive” vehicle (the main train) need not be entirely passive. For example, the main train may decelerate slightly to facilitate the ability of the shuttle to overtake the train, and thereafter resume full speed.

[0030] The coupling system need only grasp the vehicles in much the same manner that existing rail car coupling systems connect, with the additional requirement that the coupling be remotely operable and jolt-free. Once coupled, operation of the passageway connection need be nothing more complex than the “docking” systems in use at airports to connect passenger walkways to sides of aircraft doors, or even the existing passenger walkway details between existing railroad passenger cars.

[0031] The shuttle cars are equipped with passenger seating as well as temporary baggage handling capabilities. Speed and performance requirements are dictated by the speed of the main train with which the shuttle is to operate, and track distance available for acceleration on the rendezvous track. In some instances it may be necessary for the main train to undergo some degree of deceleration to facilitate docking, in a manner analogous to a relay handoff. However, such reductions in speed should have minimal impact on travel time in that the conventional loading and unloading times in stations have been eliminated.

[0032] The shuttle cars should also be equipped with access for the handicapped so that no transfer from a wheelchair is required. To facilitate car-to-car transfer by a wheelchair-constrained passenger, the present invention may include motion sensors which are focused on an area approximately four feet in front of the connecting doors between the shuttle and the main train. In this way, the doors may be made to open automatically. The sensor system is configured so as not to become activated until the coupling operation has been completed in order to prevent accidental operation before coupling.

[0033] The present invention may also be used to haul freight, a principal requirement to solving the problem of relieving highway systems of excessive trucking demands. Hauling freight with the present invention would also reduce American petroleum-fueled transportation demands by 25%.

[0034] The rail shuttle system and method serves to relieve imported petroleum demand for short haul air travel, as well as the air terminal congestion associated with handling such short haul flights. The present invention also relieves the highway system of demands for highway trips for intercity travel along such routes as the “east coast corridor” that railroads can handle more efficiently and effectively. In the process, the transportation supplied replaces imported petroleum consumption and green-house gas emissions with clean electric power.

[0035] The foregoing descriptions and drawings should be considered as illustrative only of the principles of the invention. The invention may be configured in a variety of shapes and sizes and is not limited by the dimensions of the preferred embodiment. Numerous applications of the present invention will readily occur to those skilled in the art. For example, a further application of the inventive concept is the re-supplying of a dining car en route to ensure that a long trip remains continuously supplied with provisions. Other services could also be provided en route, such as a computer and communications car, high-speed package delivery car, etc. Therefore, it is not desired to limit the invention to the specific examples disclosed or the exact construction and operation shown and described. Rather, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention. 

What is claimed is:
 1. A rail travel system comprising: a main train traveling at a first speed en route from a first point to a final point on a first rail line, at least one intermediate point existing between said first point and said final point; a train station located at said intermediate point; a second rail line having a first end and a second end, said first end connected to said first rail line at a first switch point and said second end connected to said first rail line at a second switch point, said first and second switch points located remotely from one another, said train station located adjacent said second rail line between said first and second switch points; a self-propelled shuttle car coupled to said main train for traveling with said main train at said first speed, said shuttle car decoupling prior to reaching said first switch point and decelerating to switch onto said second rail line and stop at said station, said main train continuing on said first rail line at said first speed without interruption.
 2. The rail travel system as set forth in claim 1, further comprising a second self-propelled shuttle car on said second rail line, said second shuttle for accelerating to said first speed and, after switching at said second switch point onto said first rail line, coupling to said main train while said main train and said second shuttle are traveling at said first speed.
 3. The rail travel system as set forth in claim 1, further comprising a coach car coupled to said shuttle car for increased load capacity.
 4. The rail travel system as set forth in claim 2, further comprising a coach car coupled to said second shuttle car for increased load capacity.
 5. A method for reducing travel time on a rail system, comprising the steps of: coupling a first self-propelled shuttle car to a main train; accelerating said main train and coupled shuttle car to a first traveling speed on a first rail line and maintaining said first traveling speed en route to a destination; decoupling said first shuttle from said main train when said main train approaches an intermediate station, said intermediate station serviced by a second rail line; decelerating by said first shuttle so that said shuttle falls behind said main train; switching said first shuttle onto said second rail line, said main train continuing on said first rail line at said first traveling speed; stopping, by said first shuttle, at said intermediate station for passenger transfer.
 6. The method as set forth in claim 5, said passenger transfer including unloading disembarking passengers from the shuttle to the intermediate station.
 7. The method as set forth in claim 6, said passenger transfer including loading embarking passengers from the intermediate station to the shuttle.
 8. The method as set forth in claim 7, further comprising the steps of: traveling, by a second train, along said first rail line at a second traveling speed; accelerating said first shuttle along said second rail line; passing, by said second train, said second switch point along said first rail line; switching, at said second switch point, said first shuttle from said second rail line to said first rail line behind said second train; and coupling said first shuttle to said second train while said shuttle and said second train are moving.
 9. The method as set forth in claim 8, wherein said step of coupling is completed while said shuttle and said second train are moving at said second traveling speed.
 10. The method as set forth in claim 8 further comprising, before the step of coupling, the step of decelerating said second train to a docking speed; said step of coupling being completed while said shuttle and said second train are moving at said docking speed; and accelerating said second train with said shuttle coupled thereto to said second traveling speed.
 11. The method as set forth in claim 8 wherein said first traveling speed and said second traveling speed are approximately equal.
 12. The method as set forth in claim 5, further comprising the steps of: loading passengers onto a second shuttle at said intermediate station before arrival of said first shuttle; accelerating said second shuttle along said second rail line toward said second switch point; passing, by said main train, said second switch point along said first rail line; switching, at said second switch point, said second shuttle from said second rail line to said first rail line behind said main train; and coupling said second shuttle to said main train while said shuttle and said main train are moving.
 13. The method as set forth in claim 12, wherein said step of coupling is completed while said second shuttle and said main train are moving at said first traveling speed.
 14. The method as set forth in claim 12 further comprising, before the step of coupling, the step of decelerating said main train to a docking speed; said step of coupling being completed while said second shuttle and said main train are moving at said docking speed; and accelerating said main train with said second shuttle coupled thereto to said first traveling speed. 